DE102016120981B4 - Device and method for active vibration control of a hybrid vehicle - Google Patents

Abstract

Method for active vibration control of a hybrid electric vehicle, comprising: determining (S100) by means of a control device (60) whether a driving mode enters an idle range based on an electric motor speed or an internal combustion engine speed, detecting (S110) by means of the control device (60) , the internal combustion engine speed or the electric motor speed,selecting (S120), by means of the control device (60), a reference angle signal based on position information of an electric motor (20) or an internal combustion engine (10) when the driving mode enters the idling range,determining (S130 ), by the controller (60), a fast Fourier transform (FFT) period and performing (S140) the FFT of the engine speed or the motor speed corresponding to the period of the FFT from the reference angle signal,setting (S150), by the controller ( 60), a reference spectrum according to engine speed and an engine load,extracting (S160), by the controller (60), vibration components to be removed based on information of the reference spectrum,adding (170), by the controller (60), vibration components to be removed vibration components by frequency and performing an inverse FFT to generate a reference signal,determining (S180), by the controller (60), a base amplitude ratio based on engine speed and engine load, andperforming (S190), by the controller (60), active vibration control each frequency based on the information of the base amplitude ratio and the engine torque, wherein the reference angle signal is set based on an information of the position of the electric motor (20) by dividing resolver poles by a number (m) or based on the information of the position of the engine (10 ) is set between a top dead center (TDC) and a bottom dead center (BDC) of a number one cylinder or a number four cylinder.

Description

Area

The present invention relates to an apparatus and a method for active vibration control of a hybrid electric vehicle.

background

The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

A hybrid vehicle is a vehicle that uses two or more different types of power sources, and is generally a vehicle that is powered by an internal combustion engine that achieves driving torque by burning fuel and an electric motor that achieves driving torque using battery power .

Hybrid electric vehicles can be provided with an optimal output torque (e.g., output torque) depending on how the engine and the electric motor are operated while the vehicles are driven by the two power sources, i.e., the engine and the electric motor.

Hybrid electric vehicles can form various structures using the engine and the electric motor as power sources, and hybrid electric vehicles are available as a TMED (transmission-mounted electric motor) type in which the engine and the electric motor are connected by means of an engine clutch and the electric motor with connected to the transmission and an FMED (flywheel-mounted electric motor) type in which the electric motor is directly connected to a crankshaft of the internal combustion engine and connected to the transmission via a flywheel.

Among these, since the FMED type hybrid electric vehicle is very noisy and has large vibration(s), vibration reduction is being researched.

For this, a method of frequency analysis is usually used, which extracts the vibration component.

An analog method using a band-pass filter has been used in a conventional frequency analysis, the analog analysis method determining whether a frequency is abnormal or not based on an amplitude of each expected point of a frequency band.

However, discrimination between the vibration component of the engine and the vibration of the noise component is difficult, and unnecessary overriding of the vibration adversely affects control efficiency and energy management. Furthermore, it has been found that since with conventional frequency analysis it is only possible to form and synchronize a reference signal with respect to a specific frequency, comprehensive and active control of other frequencies that can be additionally generated is not performed.

The above information disclosed in this Background section is only for enhancement of understanding of the general background of the invention and should not be taken as an admission or as any indication that this information constitutes prior art as already known to a person skilled in the art is belong.

Furthermore, from the DE 197 21 298 A1 a method and an associated device for active vibration control of a hybrid electric vehicle is known, comprising: detecting, by means of the controller, the engine speed, selecting, by means of the controller, a reference angle signal based on position information of an engine when the driving mode enters the idle range determining, by the controller, a fast Fourier transform (FFT) period and performing the FFT of the engine speed according to the period of the FFT from the reference angle signal, determining, by the controller, a reference spectrum according to the engine speed and an engine load, extracting, adding, by the controller, vibration components to be removed based on information of the reference spectrum, adding, by the controller, vibration components to be removed by frequency, determining, by the controller, an amplitude ratio based on the engine speed and the engine load, and performing, by the controller , an active vibration control of each frequency based on the information of the amplitude ratio and the engine torque.

Other devices and methods for active vibration elimination or active vibration damping are from JP 2003 - 202 870 A , the U.S. 6,621,244 B1 , the DE 10 2009 047 116 A1 , the U.S. 9,533,672 B2 , the JP 2014 - 217 215 A and the DE 11 2012 007 019 T5 known.

Explanation of the invention

The present invention provides an apparatus and method for active vibration control of a hybrid electric vehicle, which has the advantages of carefully (e.g. precisely) controlling an abnormal vibration component through a total frequency spectrum analysis (or total frequency spectrum analysis) using an FFT (abbr for: Fast Fourier Transform) and reflecting (e.g. taking into account) a change of an edge frequency component in real time by means of feedback.

To this end, the present invention provides a method for active vibration control of a hybrid electric vehicle according to claim 1 and a device for active vibration control of a hybrid electric vehicle according to claim 7 . Advantageous developments of the present invention are described in the dependent claims.

A method for active vibration control of a hybrid electric vehicle (e.g. a hybrid electric motor vehicle) according to one embodiment of the present invention can therefore have according to the invention: determining by means of a control device whether, based on an electric motor speed and/or an internal combustion engine speed, a driving mode (e.g. an operating mode of the vehicle) enters an idling range, detecting, by means of the control device, an internal combustion engine speed and/or an electric motor speed, selecting, by means of the control device, a reference angle signal based on position information of an electric motor and/or an internal combustion engine when the driving mode changes to the idling enters the range, determining (e.g. forming), by means of the control device, a period (e.g. a time segment) of a fast Fourier transformation (FFT) and carrying out the FFT of the internal combustion engine speed and/or the electric motor speed according to the period of the FFT (or for the period of the FFT) from the reference angle signal (e.g. performing the FFT of the internal combustion engine speed and/or the electric motor speed, which correspond to the period of the FFT (for example, occur / are present within the period of the FFT), from the reference angle signal), specify ( e.g. forming), by means of the controller, a reference spectrum according to an engine speed and an engine load (e.g. engine torque), extracting (e.g. filtering out) vibration components to be removed based on information (or information) of the reference spectrum (e.g. by comparing the FFT signal with the reference spectrum), (e.g. frequency by frequency) adding (e.g. summation, merging, combining), by means of the control device, of vibration components to be removed according to / by frequencies and performing an inverse FFT to generate a reference signal, determining, by means the controller, a base amplitude ratio (e.g. a base motor torque scaling factor) based on the engine speed and the engine load, and performing, by the controller, active vibration control of each frequency based on the information (or information) of the reference signal, the base amplitude ratio and the engine torque.

Adding the vibration components to be removed may include, for example, but is not limited to: forming a vector quantity by replacing the values of the vibration components not to be removed in the FFT signal with zero, so that the vector quantity has as elements only the values of the to be removed Has vibration components and zeros, where optionally the vectorial size can be multiplied by a scaling factor (e.g. a real number) that depends on the reference spectrum in order to remove the vibration components to be removed in whole or in part depending on the reference spectrum, for example so that they are smaller than the reference spectrum the corresponding frequencies. Performing the inverse FFT may include, but is not limited to, for example: performing an inverse FFT on the previously formed vector magnitude to obtain a time-based signal.

According to the invention, the reference angle signal is determined (e.g. formed) based on information (or information) about the position of the electric motor by dividing (e.g. a number of) coordinate converter poles by a number (m) or is calculated according to the invention based on the information (or the Information) about the position of the internal combustion engine specified (e.g. established) between a top dead center (TDC) and a bottom dead center (BDC) of a number one cylinder (e.g. the first cylinder) or a number four cylinder (e.g. the fourth cylinder). ).

The FFT period may be set (e.g. fixed) in consideration of a cylinder and a stroke of the engine.

The analysis of the FFT signal (or the signal transformed by the FFT, in short: FFT signal) can calculate magnitude information (or amplitude) and phase information (or phase) of each frequency.

The frequency component whose FFT signal (e.g., an associated magnitude of the FFT signal) is larger than the reference spectrum can be selected as the vibration component to be removed.

The vibration component to be removed can be removed/eliminated (e.g., in whole or in part) by outputting the electric motor torque, which is an inverse value of a value obtained by multiplying the reference signal generated by inverse FFT, the engine torque, and the base amplitude ratio (e.g., the vibration component to be removed can be ( e.g. (in whole or in part) removed/eliminated by outputting the electric motor torque according to a value of the result multiplied by -1 of the multiplication of the reference signal generated by inverse FFT by the engine torque and by the base amplitude ratio).

The drive mode may enter the idle range when motor speed or engine speed is less than a predetermined speed and an engine load is less than a predetermined load.

A device for active vibration control of a hybrid electric vehicle (e.g. a hybrid electric motor vehicle), which has an internal combustion engine and an electric motor as power sources (or drive sources), according to a further embodiment of the present invention therefore has, according to the invention: a position sensor, which is set up for this purpose is to detect position information of the electric motor and/or the internal combustion engine, and a control device, which is set up to select a reference angle signal on the basis of a signal from the position sensor, a fast Fourier transform (FFT) of the internal combustion engine speed and/or the electric motor speed to extract (e.g., filter out) a vibration component to be removed by the FFT analysis, and when a running mode enters an idle region, to perform active vibration control of each frequency by performing an inverse FFT. According to the invention, the control device specifies the reference angle signal based on information (or information) on the position of the electric motor by dividing coordinate converter poles by a number (m) or specifies the reference angle signal based on information (or information) on the position of the internal combustion engine between a top dead center (TDC) and a bottom dead center (BDC) of a number one cylinder (e.g., the first cylinder) or a number four cylinder (e.g., the fourth cylinder).

The controller may set (e.g., form) a reference spectrum according to an engine speed and an engine load, and extract (e.g., filter out) the vibration component to be removed by comparing the reference spectrum with the FFT signal.

The controller can add (e.g. sum, add, combine) the vibration components to be removed by frequency and generate a reference signal by performing an inverse FFT.

The controller may remove (e.g., in whole or in part) the vibration component by outputting the electric motor torque, which is an inverse value of a value obtained by multiplying the reference signal generated by inverse FFT, the engine torque, and the base amplitude ratio (e.g., the controller may remove/eliminate the vibration component to be removed (e.g., in whole or in part) by outputting the electric motor torque according to a value of the result multiplied by -1 of the multiplication of the reference signal generated by inverse FFT by the engine torque and by the base amplitude ratio).

The controller may set (e.g., set) an FFT period in consideration of a cylinder and a stroke of the engine, and analyze the FFT signal using calculated magnitude information and calculated phase information of each frequency.

The controller may determine that when the motor speed or the engine speed is less than a predetermined speed and an engine load is less than a predetermined load, the drive mode is entering (or has entered) the idle range.

As described above, according to the present invention, since the accurate vibration component can be extracted from each frequency by FFT frequency spectrum analysis, the vibration can be actively controlled. Therefore, since the reference angle determination system of the Verbren voltage motor and the electric motor can be used as it is, an additional device or an algorithm for signal synchronization as used in the conventional art can be eliminated or omitted.

In addition, setting values of the vibration and a frequency which is an object of the vibration control can be controlled individually, so it is possible to suppress or prevent inefficiency of the control when the vibration is excessively removed. And since the active vibration control is performed during an idle range, it is possible to reduce unnecessary power consumption. The precise and efficient active vibration control can thereby be carried out by means of real-time regulation.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present invention.

character list

• 1 ein schematisches Blockdiagramm einer Vorrichtung zur aktiven Vibrationssteuerung eines Hybrid-Elektrofahrzeugs gemäß einer Ausführungsform der vorliegenden Erfindung ist,
• 2 ein Flussdiagramm ist, welches ein Verfahren zur aktiven Vibrationssteuerung eines Hybrid-Elektrofahrzeugs gemäß einer Ausführungsform der vorliegenden Erfindung darstellt,
• 3 eine Zeichnung ist, welche eine Vibrationsverringerung, bei welcher ein Verfahren zur aktiven Vibrationssteuerung eines Hybrid-Elektrofahrzeugs gemäß einer Ausführungsform der vorliegenden Erfindung angewendet wird, darstellt, und
• 4A bis 4F Diagramme zur Erläuterung eines Verfahrens zur aktiven Vibrationssteuerung eines Hybrid-Elektrofahrzeugs gemäß der vorliegenden Erfindung sind.

In order that the invention may be thoroughly understood, numerous embodiments thereof, given by way of example, will now be described with reference to the accompanying drawings, in which:

• 1 12 is a schematic block diagram of an apparatus for active vibration control of a hybrid electric vehicle according to an embodiment of the present invention.
• 2 12 is a flow chart illustrating a method for active vibration control of a hybrid electric vehicle according to an embodiment of the present invention.
• 3 12 is a drawing showing vibration reduction to which a method for active vibration control of a hybrid electric vehicle according to an embodiment of the present invention is applied, and
• 4A until 4F 12 are diagrams for explaining a method for active vibration control of a hybrid electric vehicle according to the present invention.

The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present invention/disclosure in any way.

Detailed description

The following description is merely exemplary in nature and is not intended to limit the present invention, application, or uses. It is to be understood that corresponding reference numbers indicate similar or corresponding parts and features throughout the drawings.

As will be appreciated by those skilled in the art, the described embodiments can be modified in numerous ways without departing from the spirit and scope of the present invention.

Throughout this specification and the following claims, unless expressly stated to the contrary, the word "comprising" and variations such as "comprising" or "comprising" should be understood to mean inclusion of recited elements but not the imply the exclusion of any other element.

It is to be understood that the term "vehicle" or "vehicle" or other similar terms, as used herein, includes general motor vehicles, including hybrid vehicles, plug-in hybrid electric vehicles, and other alternative fuel vehicles (e.g., fuels derived from sourced from raw materials other than petroleum). As referred to herein, a hybrid electric vehicle is a vehicle that has two or more sources of power, such as both gasoline and electric powered vehicles.

Additionally, it is understood that some of the methods (and operations) may be performed by at least one controller. The term "controller" means a hardware device that includes a memory and a processor configured to perform one or more steps that should be interpreted as its algorithmic structure. The memory is configured to store algorithmic steps and the processor is configured specifically to execute the algorithmic steps to perform one or more processes further described below.

Furthermore, the control logic according to the present invention may be embodied as a non-transitory computer-readable medium on a computer-readable medium containing executable program instructions to be executed by a processor, a controller or the like the. Examples of computer-readable media include, but are not limited to, ROM, RAM, compact CD-ROMs (CD-ROMs), magnetic tape, floppy disks, memory drives (eg, "flash drives"), smart cards, and optical data storage devices. The computer-readable storage medium may also be distributed in network-connected computer systems such that the computer-readable medium is stored and executed in a distributed manner, eg, via a telematics server or a controller area network (CAN).

1 12 is a schematic block diagram of an apparatus for active vibration control of a hybrid electric vehicle according to an embodiment of the present invention.

As in 1 shown, a device for active vibration control of a hybrid electric vehicle has an internal combustion engine 10, an electric motor 20, a position sensor 25, a clutch 30, a transmission 40, a battery (eg an accumulator) 50 and a control device 60.

The engine 10 generates power by burning fuel as a power source while it is on. The internal combustion engine 10 may be any of a variety of disclosed internal combustion engines, such as a gasoline internal combustion engine or a diesel internal combustion engine using conventional fossil fuel. The rotational power generated by the internal combustion engine 10 is transmitted to the transmission 40 via the clutch 30 .

The electric motor 20 is operated by means of a 3-phase AC voltage which is supplied or applied by means of an inverter (or inverter) from the battery 50 to generate torque, and in a coasting mode or coasting mode (or e.g. during braking ) it works as a power generator and supplies the battery 50 with regenerated power (or regenerative power).

In one embodiment, the electric motor 20 may be directly connected to the crankshaft of the internal combustion engine 10 .

The position sensor 25 detects or acquires position information of the internal combustion engine 10 or the electric motor 20. That is, the position sensor 25 can be a crankshaft position sensor that detects a phase of the crankshaft (e.g. the crank angle) and/or an electric motor position sensor that detects a position (e.g. a relative position) of a stator and a rotor of the electric motor detected. The controller 60 can calculate an engine speed by differentiating (or deriving) the rotation angle detected by the crankshaft position sensor, and an electric motor speed can be calculated (e.g. by means of the controller 60) by differentiating (or deriving) the position of the stator and detected by the electric motor position sensor of the rotor of the electric motor (e.g. the relative position of the stator and rotor). The position sensor 25 may also be a speed sensor (not shown) for measuring engine speed or electric motor speed.

The clutch 30 is arranged between the electric motor 20, which is connected to the crankshaft of the engine 10, and the transmission 40, and switches the power supply to the transmission 40. The clutch 30 may be a hydraulic pressure type clutch (a hydraulic clutch) or a dry type clutch (a dry clutch).

The transmission 40 sets a shift ratio (e.g., a gear) according to a vehicle speed and a driving condition/operating condition, distributes an output torque (or output torque) by the shift ratio, and transmits the output torque to the drive wheel, thereby enabling the vehicle to run. Transmission 40 may be an automatic transmission (AMT) or a dual clutch transmission (DCT).

The battery 50 is formed with a plurality of unit cells, and a high (electric) voltage for supplying an operating voltage (or drive voltage) to the electric motor 20 is stored in the battery 50 . The battery 50 supplies the electric motor 20 with the operating voltage depending on the driving mode and is charged by the voltage generated by the electric motor 20 during regenerative braking (or during recuperative braking).

The controller 60 selects a reference angle signal based on a signal from the position sensor 25, performs a Fast Fourier Transform (FFT) analysis, extracts (e.g., filters out) a vibration component to be removed by the FFT analysis, and performs an active Performs vibration control of each frequency by performing an inverse FFT when the running mode enters an idle region based on the motor speed or the engine speed.

That is, the controller 60 forms (eg, sets) a reference spectrum based on a speed and a load (eg, torque) of the engine, a vibration component of each frequency is extracted by comparing the reference spectrum with the FFT signal analysis result, and a reference signal is generated by performing an inverse FFT after selecting and adding (e.g., summing, merging, combining) an elimination object frequency (e.g., an elimination target frequency) from each frequency vibration using FFT analysis. The reference signal may mean an inverse FFT signal of the vibration component to be removed according to frequencies.

For these purposes, the controller 60 may be implemented as at least one processor operated by a predetermined program, and the predetermined program may be programmed to perform each step of a method for active vibration control of a hybrid electric vehicle.

Various embodiments described herein may be implemented in a recording medium readable, for example, by a computer or similar device using software, hardware, or a combination thereof.

According to a hardware implementation, the embodiments described herein may be implemented by at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers , microcontrollers, microprocessors and electrical units for performing other functions can be implemented.

According to software realizations (or software implementations), embodiments, such as processes/flows and functions, which are described in the present embodiments, can be realized by separate software modules. Each of the software modules can perform one or more functions and operations (e.g., processes, procedures, etc.) described in the present invention. Software code can be realized/implemented by a software application written in a suitable programming language.

2 FIG. 12 is a flow chart illustrating a method for active vibration control of a hybrid electric vehicle, and 3 FIG. 14 is a drawing showing vibration reduction to which a method for active vibration control of a hybrid electric vehicle is applied.

As in 2 1, active vibration control of the hybrid electric vehicle is started when (eg, by) the controller 60 determines in step S100 whether a driving mode enters an idle range.

The controller 60 may determine that the drive mode is entering the idle range when a motor speed or an engine speed is less than a predetermined speed and an engine load is less than a predetermined load.

When the driving mode enters the idling range, the position sensor 25 detects position information of the engine 10 and/or the electric motor 20, and in step S110 the controller 60 can calculate an engine speed and/or an electric motor speed using the position information of the engine 10 and/or and the electric motor 20 (see 4A ). In step S120, the controller 60 selects the reference angle signal based on the signal from the position sensor 25. That is, the controller 60 selects the reference angle signal according to information of the positions of the engine 10 and the electric motor 20 (see FIG 4A ).

The controller 60 may set the reference angle signal based on information of the position of the electric motor 20 by dividing resolver poles (e.g., resolver poles) by a number (m), or may set the reference angle signal based on information (or information) of the position of the engine between a top dead center (TDC) of the number one cylinder and a bottom dead center (BDC) of the number four cylinder (for example, the reference angle signal can also be between a top dead center (TDC) and a bottom dead center (BDC) of a number one -cylinder or a number four cylinder). For example, the controller 60 may select the reference angle signal based on the information of the position of the electric motor 20 and may set the reference angle signal by dividing a 16-pole signal into eight (8) (e.g., the reference angle signal corresponds to or is set to the eighth pole ). The reference angle signal means a start point for performing the FFT (e.g., a start point of time for the period in which the FFT is performed).

Thereafter, in step S130, the controller 60 sets (eg, the controller forms) a period of the FFT for performing the FFT. The control device 60 can the entire period (eg the entire time section) taking into account ment of a cylinder and a clock (or a stroke) of the internal combustion engine 10 set. For example, if the internal combustion engine 10 has four cylinders and four strokes, the crank angle may be 720 degrees.

If the FFT period is set in step S130, then the controller 60 analyzes the FFT signal (eg, the controller 60 performs the FFT) in step S140. That is, the controller 60 performs the FFT of (e.g. on) the engine speed or the motor speed corresponding to the period of the FFT from the reference angle signal (e.g. the FFT of the engine speed or the motor speed corresponding to the period of the FFT (e.g. within the period of the FFT occur / are present) from the reference angle signal) (see 4B ). The controller 60 can calculate magnitude and phase information of each frequency by analyzing the FFT signal.

In step S150, the controller 60 also sets a reference spectrum according to the engine speed and load (see FIG 4B ). That is, the controller 60 may set (eg, form) a vibration reference value of each frequency according to an operating point of the engine.

When the reference spectrum is set in step S150, the controller 60 extracts a vibration component to be removed by comparing the FFT signal with the reference spectrum in step S160. That is, the controller 60 can select an object requiring vibration control in a comparison (e.g., a result of the comparison) of the resultant value of the FFT analysis and the predetermined vibration reference value (e.g., the controller compares the result of the FFT analysis for each frequency with the vibration reference value predetermined for that frequency). The controller 60 may extract the (e.g. each) frequency component for which the FFT signal (e.g. a corresponding magnitude of the FFT signal) is greater than the reference spectrum as the vibration component to be removed. With reference to 4B For example, the frequency component f2 can be selected as a frequency component (or vibration component) to be removed.

If the vibration component(s) to be removed is (are) selected in step S160, then in step S170 the controller 60 adds (e.g. sums, adds, combines) the vibration components to be removed by frequency and performs an inverse FFT to obtain a reference signal to generate (see 4C ). As described above, the reference signal means an inverse FFT signal (IFFT signal) of the vibration components to be removed. Adding the vibration components to be removed may include, for example, but is not limited to: forming a vector quantity by replacing the values of the vibration components not to be removed in the FFT signal with zero, so that the vector quantity has as elements only the values of the to be removed Has vibration components and zeros, where optionally the vectorial size can be multiplied by a scaling factor dependent on the reference spectrum (e.g. a real number) in order to remove the vibration components to be removed in whole or in part depending on the reference spectrum, for example so that they are smaller than the reference spectrum the corresponding frequencies (cf. vibration component at frequency f2 in 4F ). Performing the inverse FFT may include, but is not limited to, for example: performing an inverse FFT on the previously formed vector magnitude to obtain a time-based signal.

The controller 60 also determines a base amplitude ratio according to an engine speed and an engine load, and reflects (e.g., takes into account) a motor torque (e.g., the engine torque or the motor torque) in step S180. That is, the controller 60 may input (e.g., flow) the base amplitude ratio and the engine torque according to an operating point of the engine into the reference signal generated by the inverse FFT. Herein, the base amplitude ratio according to the engine speed and the engine load may be determined (e.g., set) in advance using a predetermined map.

Thereafter, the controller 60 performs active vibration control of each frequency based on the base amplitude ratio and the engine torque in step S190. That is, the controller 60 can remove all positive components and all negative components of the vibration components (to be removed) (eg, in whole or in part) by outputting the electric motor torque, which is an inverse value of a reference signal generated by inverse FFT, the motor torque ( e.g. the internal combustion engine or the electric motor torque) and the base amplitude ratio (and possibly the factor -1) corresponds to the value obtained (see 4D ). Because the reference signal is expressed as a speed versus time eliminates the rudder Device 60 determines the vibration components to be removed by reflecting (eg, accounting for) the engine torque (eg, engine or motor torque) and the baseline amplitude ratio in the reference signal, and transforming the reference signal into a torque component. That means that, as in 4E and 4F As shown, it is possible to control the engine speed or the electric motor speed such that the frequency components corresponding to the reference spectrum are preserved (eg left over).

3 14 is a drawing showing vibration reduction to which a method for active vibration control of a hybrid electric vehicle according to the invention is applied.

Referring to 3 a magnitude (or an amplitude) and a phase of vibration components of each frequency, which are calculated by performing the FFT analysis, are shown on a left upper side of the drawing, and are anti-phase torque values covering the vibration component to be removed as indicated (eg, overlap) shown on a lower left side of the drawing.

That is, the vibration components of each frequency and the anti-phase torque value can be reflected as described on the left, whereby it can be controlled to eliminate the object to be removed and leave a desired vibration component as on the right described.

As described above, according to the exemplary embodiment of the present invention, since the exact vibration component of each frequency can be extracted by FFT frequency spectrum analysis, the vibration can be actively controlled. Therefore, since the detection system of the reference angle of the engine and the electric motor can be used as it is, an additional device or algorithm for signal synchronization used in the conventional art can be eliminated.

The setting values of a vibration and a frequency, which is an object of vibration control, can be controlled individually, so it is also possible to suppress or prevent inefficiency in control when the vibration is excessively removed . And since the active vibration control is performed during an idle range, it is possible to reduce unnecessary power consumption. The precise and efficient active vibration control can thereby be carried out by means of real-time regulation.

Claims (13)

A method for active vibration control of a hybrid electric vehicle, comprising: Determining (S100) by means of a control device (60) whether a driving mode enters an idle range based on an electric motor speed or an internal combustion engine speed, detecting (S110), by means of the control device (60), the internal combustion engine speed or the electric motor speed, Selecting (S120), by means of the control device (60), a reference angle signal based on position information of an electric motor (20) or an internal combustion engine (10) when the driving mode enters the idling range, Determining (S130), by means of the control device (60), a period of the fast Fourier transform (FFT) and performing (S140) the FFT of the engine speed or the electric motor speed according to the period of the FFT from the reference angle signal, setting (S150), by means of the controller (60), a reference spectrum according to the engine speed and an engine load, extracting (S160), by means of the control device (60), vibration components to be removed based on information of the reference spectrum, Adding (170), by means of the control device (60), vibration components to be removed by frequency and performing an inverse FFT to generate a reference signal, determining (S180), by means of the control device (60), a base amplitude ratio based on the engine speed and the engine load, and performing (S190), by the controller (60), active vibration control of each frequency based on the information of the base amplitude ratio and the engine torque, wherein the reference angle signal is set based on information on the position of the electric motor (20) by dividing resolver poles by a number (m) or based on the information on the position of the internal combustion engine (10) is set between a top dead center (TDC) and one bottom dead center (BDC) of a number one cylinder or a number four cylinder. procedure according to claim 1 , wherein the FFT period is set considering a cylinder and a stroke of the internal combustion engine (10). Method according to any of Claims 1 until 2 , where an analysis of the FFT signal a Magnitude information and phase information of each frequency is calculated. Method according to any of Claims 1 until 3 , where the frequency component whose FFT signal is larger than the reference spectrum is selected as the vibration component to be removed. Method according to any of Claims 1 until 4 wherein the vibration component to be removed is removed by outputting the motor torque which is an inverse value of a value obtained by multiplying the reference signal generated by inverse FFT, the engine torque and the base amplitude ratio. Method according to any of Claims 1 until 5 wherein the drive mode enters the idle range when one of the motor speed and the engine speed is less than a predetermined speed and an engine load is less than a predetermined load. Device for active vibration control of a hybrid electric vehicle, which has an internal combustion engine (10) and an electric motor (20) as power sources, the device having: a position sensor (25) which is set up to detect position information of the electric motor (20) or the internal combustion engine (10), and a controller (60) configured to select a reference angle signal based on a signal from the position sensor (25), perform a fast Fourier transform (FFT) of an engine speed or an electric motor speed, a vibration component to be removed using the FFT analysis to extract and, when a driving mode enters an idle region, to perform active vibration control of each frequency by performing an inverse FFT, wherein the controller (60) sets the reference angle signal based on information of the position of the electric motor by dividing resolver poles by a number (m) or based on information of the position of the internal combustion engine sets between a top dead center (TDC) and a bottom dead center (BDC ) of a number one cylinder or a number four cylinder. Device according to claim 7 wherein the controller (60) sets a reference spectrum according to an engine speed and an engine load and extracts the vibration component to be removed by comparing the reference spectrum with the FFT signal. Device according to claim 7 or 8th , wherein the control means (60) adds the vibration components to be removed by frequency and generates a reference signal by performing an inverse FFT. Device according to any of Claims 7 until 9 wherein the controller (60) determines a base amplitude ratio based on engine speed and an engine load, and performs active vibration control of each frequency by considering the base amplitude ratio and an engine torque. Device according to claim 10 wherein the controller (60) removes the vibration component by outputting a motor torque which is an inverse value of a value obtained by multiplying a reference signal generated by inverse FFT, the engine torque and the base amplitude ratio. Device according to any of Claims 7 until 11 , wherein the control device (60) sets an FFT period in consideration of a cylinder and a cycle of the internal combustion engine (10) and analyzes an FFT signal by means of calculated magnitude and phase information of each frequency. Device according to any of Claims 7 until 12 wherein the controller (60) determines that when the motor speed or the engine speed is less than a predetermined speed and an engine load is less than a predetermined load, the drive mode enters the idle range.

Images